WO2013021486A1 - Dispositif de commande de véhicule et système de véhicule hybride diesel - Google Patents

Dispositif de commande de véhicule et système de véhicule hybride diesel Download PDF

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Publication number
WO2013021486A1
WO2013021486A1 PCT/JP2011/068275 JP2011068275W WO2013021486A1 WO 2013021486 A1 WO2013021486 A1 WO 2013021486A1 JP 2011068275 W JP2011068275 W JP 2011068275W WO 2013021486 A1 WO2013021486 A1 WO 2013021486A1
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WIPO (PCT)
Prior art keywords
power
converter
common
inverter
vehicle
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Application number
PCT/JP2011/068275
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English (en)
Japanese (ja)
Inventor
啓太 畠中
Original Assignee
三菱電機株式会社
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Application filed by 三菱電機株式会社 filed Critical 三菱電機株式会社
Priority to PCT/JP2011/068275 priority Critical patent/WO2013021486A1/fr
Priority to JP2013527819A priority patent/JP5550788B2/ja
Publication of WO2013021486A1 publication Critical patent/WO2013021486A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C7/00—Other locomotives or motor railcars characterised by the type of motive power plant used; Locomotives or motor railcars with two or more different kinds or types of motive power
    • B61C7/04—Locomotives or motor railcars with two or more different kinds or types of engines, e.g. steam and IC engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/46—Series type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B60L1/003—Supplying electric power to auxiliary equipment of vehicles to auxiliary motors, e.g. for pumps, compressors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/003—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to inverters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0061—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electrical machines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/30—Electric propulsion with power supplied within the vehicle using propulsion power stored mechanically, e.g. in fly-wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/40—Electric propulsion with power supplied within the vehicle using propulsion power supplied by capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B60L50/61—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/18—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules
    • B60L58/20—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules having different nominal voltages
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B60L7/14—Dynamic electric regenerative braking for vehicles propelled by ac motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/26—Rail vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/36—Vehicles designed to transport cargo, e.g. trucks
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/40—Working vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2210/00—Converter types
    • B60L2210/10—DC to DC converters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2210/00—Converter types
    • B60L2210/40—DC to AC converters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2220/00—Electrical machine types; Structures or applications thereof
    • B60L2220/10—Electrical machine types
    • B60L2220/14—Synchronous machines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/421—Speed
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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Definitions

  • the present invention relates to a vehicle control device and a diesel hybrid vehicle system.
  • a conventional diesel hybrid vehicle system drives a generator with a diesel engine, converts AC power generated by the generator into DC power with a converter, and uses DC power converted by the converter and DC power with a power storage device in combination.
  • the DC power is converted into AC power by an inverter, and a driving force is given to the vehicle by driving the motor with the converted AC power (for example, Patent Document 1).
  • the present invention has been made in view of the above, and a vehicle control device that can continue vehicle operation equivalent to normal operation even when one generator or one converter fails. And it aims at providing a diesel hybrid vehicle system.
  • the vehicle control device is configured to be connectable to a DC common portion, and includes a first generator that generates AC power by the output of a diesel engine.
  • a first converter that converts the generated AC power into DC power and outputs the DC power to the DC common part; and second power generation configured to be connectable to the DC common part and generating AC power from the output of the diesel engine
  • a second converter that converts the AC power generated by the machine into DC power and outputs the DC power to the DC common part; and is configured to be connectable to the DC common part.
  • the DC power supplied from the DC common part is charged.
  • a power storage device that discharges DC power to the DC common part and a DC common part that can be connected to the DC common part are converted into AC power from the DC power supplied from the DC common part.
  • the first inverter that supplies the first motor that generates driving force to the first motor and the DC common part are configured to be connectable, and the DC power supplied from the DC common part is converted into AC power to drive the vehicle.
  • a second inverter that supplies power to a second motor that generates power, and controls each operation of the first converter, the second converter, the first inverter, and the second inverter, and the power And a controller for controlling charging / discharging of the storage device.
  • FIG. 1 is a diagram illustrating a configuration example of a diesel hybrid vehicle system including a vehicle control device according to a first embodiment.
  • FIG. 2 is a diagram illustrating a configuration example of a control unit configuring the vehicle control device.
  • FIG. 3 is a diagram illustrating an arrangement example in a railway vehicle of the diesel hybrid vehicle system according to the first embodiment.
  • FIG. 4 is a diagram illustrating a configuration example of a diesel hybrid vehicle system including the vehicle control device according to the second embodiment.
  • FIG. 5 is a diagram illustrating a configuration example of a diesel hybrid vehicle system according to Embodiment 3 configured to distribute the constituent devices to a plurality of vehicles.
  • FIG. 1 is a diagram illustrating a configuration example of a diesel hybrid vehicle system including a vehicle control device according to a first embodiment.
  • the diesel hybrid vehicle system 80 according to Embodiment 1 includes a diesel engine 1, a first generator (denoted as “GE1”) 11, and a second generator (denoted as “GE2”).
  • GE1 first generator
  • GE2 second generator
  • the vehicle control device includes the first converter 12, the second converter 22, the first inverter 14, the second inverter 24, the first storage battery 13, and the first storage battery 13.
  • Two storage batteries 23 and a control unit 50 are provided. Note that one of the first storage battery 13 and the second storage battery 23 is used except for the case where the first storage battery 13 and the second storage battery 23 are distributed to a plurality of vehicles as in the third embodiment to be described later. A configuration including one may be used.
  • the diesel engine 1 is one of power supply sources for generating driving force.
  • the first generator 11 is mechanically connected to one side of a shaft that forms the diesel engine 1
  • the second generator 21 is mechanically connected to the other side of the shaft.
  • the first generator 11 and the first generator 21 generate AC power by the rotation of the diesel engine 1.
  • the first storage battery 13 and the second storage battery 23 are electrical energy storage devices that use lithium ion batteries, nickel metal hydride batteries, electric double layer capacitors, lithium ion capacitors, flywheels, and the like as storage means, and have a driving force. It is a power supply source for generating, and is connected to the DC common part 2 via the first contactor 41 and the second contactor 42, respectively, and charges and discharges DC power.
  • the first converter 12 is connected to the DC common unit 2 via the third contactor 43 and converts the AC power generated by the first generator 11 into DC power, while the first storage battery 13 and DC power supplied from at least one of the second storage batteries 23 is converted into AC power.
  • the second converter 22 is connected to the DC common unit 2 via the fourth contactor 44 and converts the AC power generated by the second generator 21 into DC power, while the first storage battery 13 and DC power discharged by at least one of the second storage batteries 23 is converted into AC power.
  • the first inverter 14 is connected to the DC common unit 2 through the fifth contactor 45, and is one of the first converter 12, the second converter 22, the first storage battery 13, and the second storage battery 23. DC power supplied from at least one is converted into AC power.
  • the second inverter 24 is connected to the DC common unit 2 through the sixth contactor 46, and is one of the first converter 12, the second converter 22, the first storage battery 13, and the second storage battery 23. DC power supplied from at least one is converted into AC power.
  • the first motor 15 receives the supply of AC power from the first inverter 14 and generates a driving force (propulsive force).
  • the second motor 25 receives the supply of AC power from the second inverter 24 and generates a driving force (propulsive force).
  • the auxiliary power supply 34 is connected to the DC common unit 2 through the seventh contactor 47, converts DC power into AC power having a constant voltage and a constant frequency, and supplies the AC power to the auxiliary machine 38.
  • the auxiliary machine 38 is a generic name for load devices other than the drive device.
  • the current detector 71 detects a current flowing between the first generator 11 and the first converter 12 as a generator current IG1, and the current detector 72 includes the second generator 21 and the second converter. 22 is detected as the generator current IG2, the current detector 73 detects the current flowing into and out of the first storage battery 13 as the storage battery current IB1, and the current detector 74 is the second storage battery. 23 is detected as a storage battery current IB2, and a current detector 75 detects a current flowing between the first inverter 14 and the first motor 15 as a motor current IM1, and a current detector 76 The current flowing between the second inverter 24 and the second motor 25 is detected as the motor current IM2. The current detector 77 detects a current flowing between the auxiliary power supply 34 and the auxiliary machine 38 as an auxiliary machine current IA.
  • the voltage detector 83 detects the terminal voltage of the first storage battery 13 as the first storage battery voltage EB1
  • the voltage detector 84 detects the terminal voltage of the second storage battery 23 as the second storage battery voltage EB2
  • the voltage detector 85 detects the DC terminal voltage of the first converter 12 as the first DC voltage EFCD1
  • the voltage detector 86 detects the DC terminal voltage of the second converter 22 as the second DC voltage EFCD2.
  • the voltage detector 87 detects the DC terminal voltage of the first inverter 14 as the third DC voltage EFC1
  • the voltage detector 88 detects the DC terminal voltage of the second inverter 24 as the fourth DC voltage EFC2.
  • the voltage detector 89 detects the DC terminal voltage of the auxiliary power supply 34 as the fifth DC voltage EFCA.
  • the rotation detector 91 detects the rotation speed of the first generator 11 as the generator rotation speed FRG1, and the rotation detector 92 detects the rotation speed of the second generator 21 as the generator rotation speed FRG2.
  • the rotation detector 93 detects the rotation number of the first motor 15 as the motor rotation number RN1, and the rotation detector 94 detects the rotation number of the second motor 25 as the motor rotation number RN2.
  • the detection values (sensor information) detected by these sensors are input to the control unit 50.
  • FIG. 2 is a diagram illustrating a configuration example of the control unit 50 configuring the vehicle control device.
  • the control unit 50 includes a host control unit 60, a first control unit 51, a second control unit 52, a third control unit 53, an engine control unit 54, a storage battery monitoring unit 55, and a brake.
  • a control unit 56 is provided.
  • the first control unit 51, the second control unit 52, the third control unit 53, and the engine control unit 54 are collectively shown as a control unit group 62 by a broken line. The grouping of the part group 62 is for convenience, and each part may be formed individually.
  • the control unit 50 includes the host control unit 60, but the host control unit 60 may be provided outside the control unit 50.
  • the control unit 50 is configured including the brake control unit 56, but the brake control unit 56 may be provided outside the control unit 50.
  • the controller 50 includes the first storage battery voltage EB1, the second storage battery voltage EB2, the first DC voltage EFCD1, the second DC voltage EFCD2, the third DC voltage EFC1, and the fourth sensor information, which are the sensor information described above.
  • DC voltage EFC2, fifth DC voltage EFCA, generator rotation speed FRG1, generator rotation speed FRG2, motor rotation speed RN1, and motor rotation speed RN2 are input.
  • the storage battery monitoring unit 55 of the control unit 50 receives a storage battery state signal STB1 that represents the state of the first storage battery 13 and a storage battery state signal STB2 that represents the state of the second storage battery 23.
  • the These storage battery state signals STB1 and STB2 include information on output voltages of the first storage battery 13 and the second storage battery 23, information (SOC: State Of Charge) indicating the charging (storage) state, the first storage battery 13 and Information on whether or not the second storage battery 23 is in the protected state is included.
  • SOC State Of Charge
  • the host controller 60 of the controller 50 includes operations of the diesel engine 1, the first converter 12, the first inverter 14, the second converter 22, the second inverter 24, and the auxiliary power supply (SIV) 34.
  • a state signal CND1 indicating the state and a state signal CND2 from the brake control unit 56 are input.
  • the propulsion unit is a component that collectively refers to the diesel engine 1, the first converter 12, the first inverter 14, the second converter 22, the second inverter 24, and the auxiliary power supply 34.
  • a group 64 is shown, and a state signal CND1 is output from the propulsion device group 64 to the host control unit 60.
  • an operation command starting, powering, braking, coasting, stopping
  • the host control unit 60 receives the operation command CMD1.
  • the operation command CMD1 is input to the host control unit 60 of the control unit 50 as the operation command CMD1.
  • the storage battery state signals STB1 and STB2 Based on the detection signals of the various sensors, the storage battery state signals STB1 and STB2, the operation command CMD1, and the state signal CND1 from the propulsion device group 64, the host control unit 60
  • a control command CMD2 for controlling 64 is generated and output to the control unit group 62.
  • Each control part which comprises the control part group 62 controls the power converter device in charge according to the instruction
  • the first control unit 51 When the control command CMD2 is an instruction to the first converter 12, the first control unit 51 generates the gate signal GSC1 and controls the first converter 12. When the control command CMD2 is an instruction for the first inverter 14, the first control unit 51 generates the gate signal GSI1 to control the first inverter 14. Similarly, when the control command CMD2 is an instruction to the second converter 22, the second control unit 52 generates the gate signal GSC2 to control the second converter 22, and the control command CMD2 is the second inverter. In the case of an instruction for 24, the second control unit 52 controls the second inverter 24 by generating the gate signal GSI2.
  • the diesel engine 1 when using the motive power of at least one of the 1st generator 11 and the 2nd generator 21 when controlling the 1st converter 12 and the 2nd converter 22, the diesel engine 1 is operated. At this time, the engine control unit 54 generates a rotation speed control signal RD and controls the rotation speed of the diesel engine 1.
  • the control command CMD2 includes an instruction for the auxiliary power supply 34
  • the third control unit 53 generates the gate signal GSA to control the auxiliary power supply 34, A desired power is supplied to the auxiliary machine 38.
  • the brake command BRK1 for the brake control unit 56 is output to the brake control unit 56, the brake control unit 56 generates the brake control command BRK2 and controls the brake device 66.
  • the fifth contactor 45 and the sixth contactor 46 are controlled to be turned on, and the first inverter 14 and the second inverter 24 are common to DC. Connected to section 2.
  • the power running torque command CMD ⁇ b> 2 is input to the first control unit 51 and the second control unit 52.
  • the first control unit 51 outputs a gate signal GSI1 corresponding to the power running torque command CMD2 to the first inverter 14, and the second control unit 52 outputs the gate signal GSI2 corresponding to the power running torque command CMD2 to the second Output to the inverter 24.
  • the first inverter 14 and the second inverter 24 convert DC power supplied from both the first storage battery 13 and the second storage battery 23 connected to the DC common unit 2 to AC power, respectively.
  • the first motor 15 and the second motor 25 are driven.
  • the first motor 15 and the second motor 25 generate a power running torque and control the acceleration of the vehicle.
  • ⁇ Engine start> When the speed of the vehicle becomes equal to or higher than the predetermined speed, the host controller 60 outputs an engine start command CMD2 to the engine controller 54. At this time, the third contactor 43 is controlled to be on, and the first converter 12 is connected to the DC common unit 2. The first control unit 51 outputs a gate signal GSC1 corresponding to the engine starting torque to the first converter 12 to start the first generator 11. When the first generator 11 is started, the engine control unit 54 places the diesel engine 1 in an idling state. Thereafter, the fourth contactor 44 is controlled to be turned on, and the second converter 22 is also connected to the DC common unit 2.
  • the second control unit 52 is configured to convert the second power so as to be converted into AC power having a frequency and voltage corresponding to the rotational speed of the diesel engine 1 based on the rotational speed of the second generator 21 (generator rotational speed FRG2).
  • the generator 21 is controlled. In these controls, it goes without saying that the roles of the first generator 11 and the second generator 12 may be changed. Further, only one of the generators may be operated without operating both the first generator 11 and the second generator 12.
  • the fourth contactor 44 is controlled to be on, and the second converter 22 is connected to the DC common unit 2. .
  • the second control unit 52 outputs a gate signal GSC2 corresponding to the engine starting torque to the second converter 22 to start the second generator 21.
  • the engine control unit 54 controls the diesel engine 1 to an idling state.
  • the upper control unit 60 outputs the generated power command CMD ⁇ b> 2 to the first control unit 51 and the second control unit 52.
  • the first control unit 51 outputs the gate signal GSC1 to the first converter 12 to control the generated power of the first generator 11, and the second control unit 52 outputs the gate signal GSC2 to the second converter. 22 to control the generated power of the second generator 21.
  • the electric power generated by the first generator 11 and the second generator 21 is converted into DC power by the first converter 12 and the second converter 22 and supplied to the DC common unit 2.
  • the discharge power of the 1st storage battery 13 and / or the 2nd storage battery 23 connected to direct current common part 2 Control to reduce the.
  • only one generator can supply generated power, only one of the generators may be operated.
  • the host control unit 60 When the regenerative brake command CMD1 is input to the host control unit 60, the host control unit 60 outputs a regenerative brake command CMD2 corresponding to the regenerative brake command CMD1 to the first control unit 51 and the second control unit 52. To do.
  • the first control unit 51 outputs a gate signal GSI1 corresponding to the regenerative brake command CMD2 to the first inverter 14.
  • the brake torque generated by the first motor 15 becomes regenerative power, is converted into DC power by the first inverter 14, and is supplied to the DC common unit 2.
  • the second control unit 52 outputs a gate signal GSI2 corresponding to the regenerative brake command CMD2 to the second inverter 24.
  • the brake torque generated by the second motor 25 becomes regenerative power, is converted to DC power by the second inverter 24, and is supplied to the DC common unit 2.
  • the direct-current power supplied to the direct-current common unit 2 is charged to the first storage battery 13 and the second storage battery 23.
  • the host control unit 60 When the first storage battery 13 and the second storage battery 23 are substantially fully charged, the host control unit 60 outputs the exhaust brake command CMD2 to the first control unit 51, the second control unit 52, and the engine control unit 54. To do. First control unit 51 and second control unit 52 output gate signals GSC1 and GSC2 corresponding to exhaust brake command CMD2 to first converter 12 and second converter 22, respectively. The first converter 12 and the second converter 22 drive the first generator 11 and the second generator 21, respectively. At this time, the first generator 11 and the second generator 21 operate as motors, and the regenerative power generated by the first motor 15 and the second motor 25 is consumed by the diesel engine 1.
  • a brake command BRK1 is output from the host control unit 60 to the brake control unit 56.
  • the brake controller 56 generates a braking force by controlling a brake device 66 such as an air brake. If the regenerative power decreases, the output of the exhaust brake command CMD2 is stopped or controlled to zero.
  • FIG. 3 is a diagram illustrating an arrangement example in the railway vehicle of the diesel hybrid vehicle system according to the first embodiment.
  • the first inverter 14 is provided on one side separated by the DC common part 2 by providing the DC common part 2 at the center under the floor of the railway vehicle.
  • the second inverter 24, the first converter 12, the second converter 22, and the auxiliary power supply device (SIV) 34 are provided, and the first storage battery 13, the second storage battery 23,
  • the diesel engine 1, the first generator (GE1) 11, the second generator (GE2) 21 and the radiator 68 can be arranged.
  • the first generator 11 is mechanically connected to one side of the shaft forming the diesel engine 1 and the second generator 21 is mechanically connected to the other side of the shaft.
  • the configuration can be easily realized.
  • the direct current terminals 2A and 2B are provided at both ends of the direct current common part 2 as shown in the figure, the connection with the adjacent vehicle becomes easy.
  • the vehicle control device and the diesel hybrid vehicle system of the first embodiment two generators and two converters are provided, and the outputs of the two converters are connected to the DC common part. Since it was set as the structure, even if it is a case where one generator and one converter fail, the effect that vehicle operation equivalent to the time of normal can be continued is acquired. In addition, since it is configured to include two storage batteries and two inverters, even if one motor or one inverter fails, the vehicle can be operated with another motor or another inverter. This makes it possible to continue the operation of the vehicle, to back up when a device fails, and to improve the reliability of the vehicle.
  • FIG. FIG. 4 is a diagram illustrating a configuration example of a diesel hybrid vehicle system including the vehicle control device according to the second embodiment of the present invention.
  • the first generator 11 is connected to one side of the shaft forming the diesel engine 1 and the second generator 21 is connected to the other side of the shaft. Then, it is set as the structure which connects both the 1st generator 11 and the 2nd generator 21 to the one side of an axis
  • symbol is attached
  • FIG. 5 is a diagram illustrating a configuration example of a diesel hybrid vehicle system according to Embodiment 3 configured to distribute the constituent devices to a plurality of vehicles.
  • the devices constituting the diesel hybrid vehicle system 80 are distributed to two vehicles, a vehicle 90A and a vehicle 90B.
  • the diesel engine 1 the first generator 11, the second generator 21, the first storage battery 13, the first converter 12, the second converter 22, and the first auxiliary
  • the power supply device (first SIV) 34A, the auxiliary machine 38A, and the first control unit 51 are arranged.
  • the second storage battery 23, the first inverter 14, the second auxiliary power supply device (second SIV) 34B, auxiliary machine 38B, second inverter 24, first motor 15, second motor 25, and second control unit 52 are arranged. Further, both the vehicle 90A and the vehicle 90B are provided with the DC common part 2, and a connection as an interface for electrically connecting the DC common part 2 between the vehicle 90A and the vehicle 90B. Part 100 is provided.
  • the inverter device (the first inverter 14 and the second inverter 24) is arranged on the vehicle on which the motor is mounted like the vehicle 90B, and the motor is mounted like the vehicle 90A. Since the converter devices (the first converter 12 and the second converter 22) are arranged in a vehicle that has not been provided, an effect that the limited underfloor space can be effectively utilized is obtained. Moreover, since the direct current common part 2 can be used as an inter-vehicle interface, an effect that the configuration of the inter-vehicle interface can be simplified is obtained. Further, even if the arrangement configuration of the devices is different from the example of FIG. 5, there is no need to change the configuration in which the DC common part 2 is an inter-vehicle interface, so a part of the devices is placed on the roof or indoors. It is also possible to obtain the effect of increasing the degree of freedom of arrangement and organization of equipment.
  • Embodiment 4 is an embodiment common to the first to third embodiments described above, and is an embodiment in which the PWM control mode is different between the first converter and the second converter.
  • the first converter is controlled in the asynchronous PWM mode
  • the second converter is controlled in the 1-pulse PWM mode.
  • the first converter may be in a synchronous PWM mode using a plurality of pulses.
  • you may replace control of a 1st converter and a 2nd converter.
  • the number of pulses of one converter can be reduced, so that it is possible to reduce the loss of the two converters together.
  • the number of pulses of one converter can be reduced, the effect that the electric power generated by the generator can be efficiently supplied can be obtained.
  • a railway vehicle equipped with a diesel engine has been described as an example.
  • a generator driven by an engine other than the diesel engine a converter that converts generated power into direct current
  • a power storage device Vanehicles equipped with lithium ion batteries, nickel metal hydride batteries, electric double layer capacitors, lithium ion capacitors, flywheels, etc.
  • hybrid construction machines dump trucks, bulldozers, excavators, etc.
  • the generator and the motor are not limited to types such as an induction motor and a synchronous motor.
  • the present invention provides a vehicle control device and a diesel hybrid vehicle system capable of continuing vehicle operation equivalent to normal operation even when one generator or one converter fails. Useful as.

Abstract

L'invention concerne un dispositif de commande de véhicule qui comprend : des premier et second convertisseurs (12, 22) configurés pour pouvoir être connectés à une partie commune à courant continu (CC) (2) et convertissant chacun une puissance en courant alternatif (CA) en une puissance en courant continu (CC) et émettant la puissance CC à la partie commune CC (2), la puissance CA étant générée par chacun de premier et second générateurs de puissance (11, 12) pour générer une puissance CA par la sortie d'un moteur diesel (1) ; des première et seconde batteries (13, 23) configurées pour pouvoir être connectées à la partie commune CC (2), et chargées par une puissance CC fournie à celles-ci à partir de la partie commune CC (2) ou évacuant la puissance CC de celles-ci vers la partie commune CC (2) ; des premier et second onduleurs (14, 24) configurés pour pouvoir être connectés à la partie commune CC (2) et convertissant chacun la puissance CC fournie à ceux-ci à partir de la partie commune CC (2) en puissance CA et fournissant la puissance CA à chacun de premier et second moteurs (15, 25) ; et une unité de commande (50) pour commander les opérations des premier et second convertisseurs (12, 22) et les opérations des premier et second onduleurs (14, 24) et commandant également la chargement et la déchargement des première et seconde batteries (13, 23).
PCT/JP2011/068275 2011-08-10 2011-08-10 Dispositif de commande de véhicule et système de véhicule hybride diesel WO2013021486A1 (fr)

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JP2013527819A JP5550788B2 (ja) 2011-08-10 2011-08-10 ディーゼルハイブリッド車両システム

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JP2015020540A (ja) * 2013-07-18 2015-02-02 本田技研工業株式会社 発電機搭載車両
US9399456B2 (en) 2014-03-12 2016-07-26 National Taiwan Normal University Hybrid electric vehicle
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CN107206887A (zh) * 2014-08-14 2017-09-26 沃尔沃卡车集团 具有布置在车辆的多个独立部分中的多个驱动单元的电动或混合动力车辆
US10065511B2 (en) 2013-07-02 2018-09-04 Mitsubishi Electric Corporation Hybrid drive system
WO2018229863A1 (fr) * 2017-06-13 2018-12-20 株式会社東芝 Véhicule ferroviaire
CN109131380A (zh) * 2018-08-23 2019-01-04 中车大连机车车辆有限公司 内燃机车主辅传动系统及内燃机车
CN112441025A (zh) * 2020-10-30 2021-03-05 华中农业大学 一种增程式山地果园单轨运输车

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US9493077B2 (en) 2013-07-01 2016-11-15 Mitsubishi Electric Corporation Hybrid drive system
EP3000646B1 (fr) 2013-07-02 2020-05-13 Mitsubishi Electric Corporation Système d'entraînement hybride
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US9399456B2 (en) 2014-03-12 2016-07-26 National Taiwan Normal University Hybrid electric vehicle
CN107206887A (zh) * 2014-08-14 2017-09-26 沃尔沃卡车集团 具有布置在车辆的多个独立部分中的多个驱动单元的电动或混合动力车辆
JPWO2018229863A1 (ja) * 2017-06-13 2020-05-21 株式会社東芝 鉄道車両
CN110603168A (zh) * 2017-06-13 2019-12-20 株式会社东芝 铁道车辆
EP3640075A4 (fr) * 2017-06-13 2021-01-27 Kabushiki Kaisha Toshiba Véhicule ferroviaire
WO2018229863A1 (fr) * 2017-06-13 2018-12-20 株式会社東芝 Véhicule ferroviaire
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CN109131380A (zh) * 2018-08-23 2019-01-04 中车大连机车车辆有限公司 内燃机车主辅传动系统及内燃机车
CN112441025A (zh) * 2020-10-30 2021-03-05 华中农业大学 一种增程式山地果园单轨运输车

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